CN114789730A

CN114789730A - Control system for vehicle

Info

Publication number: CN114789730A
Application number: CN202111677347.6A
Authority: CN
Inventors: 铃木孝; 金子明弘
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2021-01-08
Filing date: 2021-12-31
Publication date: 2022-07-26
Also published as: JP2022107264A; US11519349B2; JP7452445B2; US20220220912A1; EP4027000A1

Abstract

The present invention relates to a control system for a vehicle. The control system includes a first control device and a second control device. The second control device transmits the resonance-affecting torque or the first motor rotational angular velocity and the information acquisition timing as the acquisition timing of the first motor rotational angular velocity to the first control device. The first control means calculates an engine inertia torque based on the engine rotation angular velocity. The first control means selects, based on the received information acquisition timing, a resonance-affecting torque based on the first motor rotation angular velocity acquired at a predetermined derivation timing, and derives, as the engine torque, a sum of the resonance-affecting torque and an engine inertia torque calculated based on the engine rotation angular velocity derived at the predetermined derivation timing.

Description

Control system for vehicle

Technical Field

The present invention relates to a control system of a vehicle having a function of estimating an engine torque, which is an output torque of an engine.

Background

Japanese unexamined patent application publication No. 2008-57492 describes an example of a vehicle that includes an engine, a damper connected to a crankshaft of the engine, and a power transmission device. The power transmission device has an input shaft connected to the damper and a motor generator. The rotor of the motor generator rotates in synchronization with the input shaft.

The vehicle control system includes a first control device that controls the engine and a second control device that controls the power transmission device. The first control device receives as input a detection signal from a crank angle sensor. The second control means receives as input a detection signal from the rotational position detection sensor. The crank angle sensor detects a rotation angle of the crankshaft and outputs a detection signal according to the rotation speed of the crankshaft. The rotational position detection sensor detects a rotational angle of a rotor in the motor generator and outputs a detection signal according to a rotational speed of the rotor.

The output of the engine is input to an input shaft of the power transmission device via a damper. At this time, when the engine torque fluctuates, torsional vibration occurs in the damper, and resonance caused by the torsional vibration may occur in the input shaft of the power transmission device. When such resonance occurs in the input shaft of the power transmission device, resonance-affecting torque, which is torque caused by the resonance, is input to the crankshaft. As a result, the rotational angular velocity of the crankshaft fluctuates.

For this reason, when the engine torque is calculated using the rotational angular velocity of the crankshaft, it is necessary to calculate the engine torque in consideration of the resonance-affecting torque. In other words, the engine inertia torque is calculated based on a value obtained by calculating a time derivative of the crankshaft rotational angular velocity. The resonance-affecting torque is calculated based on a value obtained by calculating a time derivative of a rotational angular velocity of an input shaft of the power transmission device and a value obtained by calculating a time derivative of a rotational angular velocity of the motor generator. Then, the sum of the engine inertia torque and the resonance-affecting torque is calculated as the engine torque.

Disclosure of Invention

In order to calculate the engine torque by the first control device, a case may be considered in which information required to calculate the resonance-affecting torque is transmitted from the second control device and received by the first control device. Examples of the information required to calculate the resonance-affecting torque may include a rotational angular velocity of an input shaft of the power transmission device and a rotational angular velocity of the motor generator.

In this case, the first control device calculates the resonance-affecting torque based on the latest information received from the second control device, and calculates the engine inertia torque using the latest value of the rotational angular velocity of the crankshaft. Then, the first control means calculates the sum of the calculated value of the latest resonance-affecting torque and the calculated value of the latest engine inertia torque as the engine torque.

However, when information is transmitted from the second control apparatus to the first control apparatus, a delay due to communication occurs. For this reason, a deviation occurs between the detection timing of the information for calculating the resonance-affecting torque and the detection timing of the crankshaft rotational angular velocity for calculating the engine inertia torque. In other words, the sum of the resonance-affecting torque at the first timing and the engine inertia torque at the second timing different from the first timing is calculated as the engine torque. Therefore, there is room for improvement in improving the calculation accuracy of the engine torque.

Such a problem also arises when the resonance-influencing torque is calculated by the second control device, transmitted from the second control device and received by the first control device.

One aspect of the invention is a control system of a vehicle. The control system includes: an engine mounted on a vehicle; a damper connected to a crankshaft of the engine; a power transmission device having an input shaft connected to the damper and a rotating body that rotates in synchronization with the input shaft; a first sensor configured to detect a rotation angle of the crankshaft; a second sensor configured to detect a rotation angle of the input shaft or the rotating body; a first control device configured to receive a detection signal of the first sensor as an input; and a second control device configured to receive as input the detection signal of the second sensor and to communicate with the first control device. The second control device is configured to execute a transmission-device-side rotational angular velocity acquisition process for acquiring a rotational angular velocity of the input shaft or the rotating body as the transmission-device-side rotational angular velocity based on the detection signal of the second sensor. The second control device is configured to execute a transmission process for transmitting the resonance-affecting torque or the transmission-device-side rotational angular velocity and the information acquisition timing as the acquisition timing of the transmission-device-side rotational angular velocity to the first control device. The resonance-affecting torque is a torque caused by resonance occurring in the power transmission device, and is calculated based on the transmission-device-side rotational angular velocity. The first control apparatus is configured to execute: a rotational angular velocity derivation process for deriving a rotational angular velocity of the crankshaft as an engine rotational angular velocity based on the detection signal of the first sensor; an inertia torque calculation process for calculating an engine inertia torque based on an engine rotation angular velocity; and an engine torque calculation process for calculating a sum of the resonance-affecting torque and an engine inertia torque as an engine torque, the engine torque being an output torque of the engine. The first control device is configured to select, in the engine torque calculation process, a resonance-affecting torque based on the transmission-device-side rotational angular velocity acquired at a predetermined derivation timing, based on the information acquisition timing received from the second control device, and calculate, as the engine torque, a sum of the resonance-affecting torque and an engine inertia torque calculated based on the engine rotational angular velocity derived at the derivation timing.

With the above configuration, when calculating the engine torque in the engine torque calculation process, the following values are used:

-an engine inertia torque calculated based on the engine rotation angular velocity acquired at the predetermined derivation moment.

-a resonance-affecting torque calculated based on the transmission-side rotational angular speed acquired at the predetermined derivation moment.

In other words, in the above configuration, the engine torque is calculated using the synchronized engine inertia torque and resonance-affecting torque. In this way, the calculation accuracy of the engine torque can be improved.

In the above-described aspect, the engine may be a spark ignition type engine, and the first control means may execute the derivation timing adjustment process for advancing the derivation timing when the ignition timing of the engine is advanced.

For example, the actual value of the engine torque may pulsate even when the engine is operating normally. In other words, the actual value of the engine torque increases after the ignition timing, and the actual value of the engine torque decreases after increasing to the maximum value.

With the above configuration, the derivation timing varies depending on the ignition timing of the engine. In this way, even when the ignition timing is changed, it is possible to prevent the amount of deviation between the dead point ignition timing and the derivation timing from changing.

In the above-described aspect, the second control device may execute a resonance-affecting torque calculation process for calculating the resonance-affecting torque based on the transmission-device-side rotational angular velocity, and transmit the resonance-affecting torque and an information acquisition timing, which is an acquisition timing of the transmission-device-side rotational angular velocity used for calculating the resonance-affecting torque, to the first control device in the transmission process.

With the above configuration, the second control device calculates the resonance-affecting torque based on the transmission-device-side rotational angular velocity. Then, the information acquisition timing as the acquisition timing of the transmission-device-side rotational angular velocity for calculating the resonance-affecting torque and the resonance-affecting torque are transmitted from the second control device and received by the first control device. For this reason, the first control device can grasp the timing at which the transmission device side rotational angular velocity for calculating the resonance-affecting torque received from the second control device is acquired. Therefore, the first control means may calculate the engine torque using the synchronized engine inertia torque and the resonance-affecting torque.

In the above aspect, the power transmission device may have a motor generator, a rotor of the motor generator may be a rotating body that rotates in synchronization with the input shaft, and the second sensor may detect a rotation angle of the rotating body. The second control device may acquire the rotational angular velocity of the turning structure as the transmission-device-side rotational angular velocity in the transmission-device-side rotational angular velocity acquisition process, and transmit the motor torque as the output torque of the motor generator, the rotational angular velocity of the turning structure, the rotational angular velocity of the input shaft, and the information acquisition timing as the acquisition timing of the rotational angular velocity of the turning structure to the first control device in the transmission process. The first control means may execute a resonance-affecting torque calculation process for calculating the resonance-affecting torque based on the motor torque, the rotational angular velocity of the rotational body, and the rotational angular velocity of the input shaft, which are received from the second control means.

With the above configuration, the motor torque, the rotational angular velocity of the rotating body, and the rotational angular velocity of the input shaft are sent to the first control device. The first control device calculates the resonance-affecting torque based on information received from the second control device. Then, the first control means calculates, as the engine torque, a sum of a calculated value of the resonance-affecting torque calculated based on the rotational angular velocity of the rotating body acquired at a predetermined derivation timing and an engine inertia torque calculated based on the engine rotational angular velocity derived at the derivation timing.

In the above-described aspect, the second control means may execute a motor torque acquisition process for acquiring a calculated value of the output torque of the motor generator as the motor torque based on a motor current value that is a value indicating a current flowing through the motor generator.

With the above configuration, the resonance-affecting torque can be calculated using the calculated value of the output torque of the motor generator.

Drawings

Features, advantages and technical and industrial significance of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings, in which like reference numerals represent like elements, and wherein:

fig. 1 is a configuration diagram schematically showing a hybrid vehicle to which a control system of a vehicle according to a first embodiment is applied;

fig. 2 is a block diagram describing each process executed by the first control apparatus and each process executed by the second control apparatus in the control system according to the first embodiment;

FIG. 3 is a flowchart describing an engine torque calculation process;

fig. 4 is a diagram showing a transition of actual values of engine torque;

fig. 5 is a block diagram describing each process executed by the first control apparatus and each process executed by the second control apparatus in the control system according to the second embodiment;

fig. 6 is a configuration diagram showing a control system according to a third embodiment and a drive system of a vehicle to which the control system is applied;

FIG. 7 is a model diagram of an engine to which a control system of a modified example is applied; and is provided with

Fig. 8 is a diagram showing a transition of torque generated by the engine.

Detailed Description

First embodiment

Hereinafter, a first embodiment of the vehicle control system will be described with reference to fig. 1 to 4. As shown in fig. 1, the control system 100 according to the embodiment is applied to a hybrid vehicle 10.

General configuration of the hybrid vehicle 10

The hybrid vehicle 10 includes an engine 20, a damper 40 connected to a crankshaft 21 of the engine 20, and a power transmission device 50. The damper 40 has a function of attenuating fluctuations in torque output from the engine 20 and transmitting the fluctuations to the power transmission device 50.

The engine 20 is a spark ignition type engine. The engine 20 includes a plurality of cylinders 22, an intake passage 23 through which intake air introduced into each cylinder 22 flows, and a throttle valve 24 disposed in the intake passage 23. The throttle valve 24 adjusts an intake air amount, which is a flow rate of intake air in the intake passage 23.

The engine 20 is provided with a fuel injection valve 25 and an ignition device 26 for each cylinder. In each cylinder 22, an air-fuel mixture containing fuel and intake air injected from the fuel injection valve 25 is combusted by spark discharge of the ignition device 26. As described above, the crankshaft 21 rotates as the pistons reciprocate in the cylinders 22 by the combustion of the air-fuel mixture in the cylinders 22. Further, exhaust gas generated in each cylinder 22 by combustion of the air-fuel mixture is discharged to an exhaust passage 27.

The engine 20 includes various types of sensors that output detection signals to the control system 100. Examples of the sensors may include a crank angle sensor 31 and a cam angle sensor 32. Crank angle sensor 31 detects the rotation angle of crankshaft 21 and outputs a detection signal according to the rotation speed of crankshaft 21. Further, the cam angle sensor 32 detects a rotation angle of the camshaft that rotates in synchronization with the crankshaft 21, and outputs a detection signal according to the rotation speed of the camshaft. In the present embodiment, the crank angle sensor 31 corresponds to a "first sensor".

The power transmission device 50 includes an input shaft 51 connected to the damper 40 and a planetary gear mechanism 52. The planetary gear mechanism 52 has a sun gear 52s, a ring gear 52r, and a plurality of pinion gears 52p that mesh with both the sun gear 52s and the ring gear 52 r. Each pinion gear 52p is supported by the carrier 52c in a state where it can rotate and revolve around the sun gear 52 s. The input shaft 51 is connected to the carrier 52 c.

The power transmission device 50 includes a first motor generator 53. A rotor 53a as a rotor of the first motor generator 53 is connected to the sun gear 52 s. In other words, since the first motor generator 53 is connected to the input shaft 51 via the planetary gear mechanism 52, the rotor 53a of the first motor generator 53 rotates in synchronization with the input shaft 51.

The power transmission device 50 includes a gear mechanism 54 and a second motor generator 55. The gear mechanism 54 has an intermediate drive gear 54a, an intermediate driven gear 54b, and a reduction gear 54 c. The counter drive gear 54a rotates integrally with the ring gear 52 r. The intermediate driven gear 54b meshes with the intermediate drive gear 54 a. The reduction gear 54c meshes with the intermediate driven gear 54 b. The reduction gear 54c is connected to a rotor 55a, and the rotor 55a is a rotor of the second motor generator 55.

The power transmission device 50 includes various types of sensors that output detection signals to the control system 100. Examples of the sensors may include a first motor angle sensor 61 and a second motor angle sensor 62. The first motor angle sensor 61 detects the rotation angle of the rotor 53a of the first motor generator 53, and outputs a detection signal according to the rotation speed of the rotor 53 a. The second motor angle sensor 62 detects the rotation angle of the rotor 55a of the second motor generator 55, and outputs a detection signal according to the rotation speed of the rotor 55 a. In the present embodiment, the first motor angle sensor 61 corresponds to a "second sensor", and the rotor 53a of the first motor generator 53 corresponds to a "rotating body" that rotates in synchronization with the input shaft 51.

The hybrid vehicle 10 includes a final drive gear 71 that rotates integrally with the intermediate driven gear 54b, and a final driven gear 72 that meshes with the final drive gear 71. The final drive gear 71 is connected to an axle 74a of a drive wheel 74 via an operating mechanism 73.

The hybrid vehicle 10 includes a first inverter 11 as an inverter of the first motor generator 53 and a second inverter 12 as an inverter of the second motor generator 55. In other words, the first motor generator 53 is driven by controlling the first inverter 11, and the second motor generator 55 is driven by controlling the second inverter 12.

Configuration of the control system 100

As shown in fig. 1, the control system 100 includes a first control device 110 that controls the engine 20 and a second control device 120 that controls the power transmission device 50. The first control device 110 receives detection signals from various sensors included in the engine 20 as inputs. The second control device 120 receives as input detection signals from various sensors included in the power transmission device 50. In other words, the first control device 110 receives as input the detection signals of the crank angle sensor 31 and the cam angle sensor 32. The second control device 120 receives as input the detection signals of the first motor angle sensor 61 and the second motor angle sensor 62.

The control system 100 comprises a signal line 101 for transmitting the crank counter CNTcr retrieved by the first control means 110 to the second control means 120. The crank counter CNTcr is a value that is counted each time the rotational angle of the crankshaft 21 is increased by a predetermined rotational angle. Then, when one cycle of the engine 20 is completed, the crank counter CNTcr is reset to "0". For example, in one cycle of the engine 20, the crank counter CNTcr is counted to "15".

The signal line 101 is a signal line dedicated to transmission of the crank counter CNTcr from the first control device 110. For this reason, the delay that occurs when the crank counter CNTcr is transmitted to the second control device 120 using the signal line 101 is sufficiently limited to a range in which the delay does not affect the execution of various processes based on the crank counter CNTcr.

The control system 100 includes a CAN communication line 102 for transmitting and receiving various types of information between the

control devices

110 and 120. The CAN communication line 102 is used to transmit and receive information among a large number of control devices mounted on the hybrid vehicle 10. For this reason, for example, when information obtained by the second control device 120 is transmitted to the first control device 110 via the CAN communication line 102, a delay occurs between the time when the information is transmitted by the second control device 120 and the time when the information is received by the first control device 110.

Each of the

control devices

110, 120 includes a CPU, a ROM, and a storage device, which is an electrically rewritable nonvolatile memory (neither shown). The ROM stores a control program executed by the CPU. The storage device stores various calculation results of the CPU and the like.

Processing content in control system 100

The first control device 110 of the control system 100 calculates an engine torque Te, which is a calculated value of the output torque of the engine 20. Since the crankshaft 21 of the engine 20 is connected to the input shaft 51 of the power transmission device 50 via the damper 40, the first control device 110 further calculates the engine torque Te using the information acquired by the second control device 120.

Referring to fig. 2, each process executed by the

control devices

110, 120 for calculating the engine torque Te, respectively, will be described. First, various processes performed by the second control device 120 will be described.

The second control device 120 executes a motor rotational speed acquisition process M21. In other words, the second control device 120 acquires the first motor rotational speed Nmg1 based on the detection signal of the first motor angle sensor 61, and the first motor rotational speed Nmg1 is the rotational speed of the rotor 53a of the first motor generator 53. The second control device 120 acquires the second motor rotational speed Nmg2 based on the detection signal of the second motor angle sensor 62, and the second motor rotational speed Nmg2 is the rotational speed of the rotor 55a of the second motor generator 55. The second control device 120 repeatedly executes the motor rotation speed obtaining process M21 in predetermined cycles to calculate the first motor rotation speed Nmg1 and the second motor rotation speed Nmg 2.

The second control device 120 executes a first motor control process M22 for controlling the first motor generator 53. In the first motor control process M22, the second control device 120 controls the first inverter 11 for the first motor generator 53 based on the first motor rotation speed Nmg 1. Further, the second control device 120 acquires a first motor current value Img1, which is a value indicating the current flowing through the first motor generator 53.

The second control device 120 executes an information acquisition process M23 for calculating or acquiring information to be sent to the first control device 110. In the present embodiment, the information acquisition process M23 includes a first motor torque acquisition process M231, a motor rotational angular velocity acquisition process M232, and an input shaft rotational angular velocity calculation process M233.

In the first motor torque obtaining process M231, the second control device 120 obtains the first motor torque Tmg1, which is the output torque of the first motor generator 53. In the present embodiment, the second control device 120 acquires the calculated value of the output torque of the first motor generator 53 as the first motor torque Tmg1 based on the first motor current value Img1 acquired in the first motor control process M22.

The second control device 120 repeatedly executes the first motor torque acquisition process M231 at predetermined intervals. For example, the second control device 120 executes the first motor torque acquisition process M231 to acquire the first motor torque Tmg1 each time the crank counter CNTcr sent from the first control device 110 is changed.

In the motor rotational angular velocity acquisition process M232, the second control device 120 acquires the first motor rotational angular velocity ω mg1, which is the rotational angular velocity of the rotor 53a of the first motor generator 53. Further, the second control device 120 acquires a second motor rotational angular velocity ω mg2, which is the rotational angular velocity of the rotor 55a of the second motor generator 55. In the present embodiment, the second control device 120 acquires the first motor rotational angular velocity ω mg1 based on the first motor rotational speed Nmg1, and acquires the second motor rotational angular velocity ω mg2 based on the second motor rotational speed Nmg 2. For example, the second control device 120 acquires a value obtained by calculating a time derivative of the first motor rotational speed Nmg1 as the first motor rotational angular speed ω mg1 and a value obtained by calculating a time derivative of the second motor rotational speed Nmg2 as the second motor rotational angular speed ω mg 2.

The second control device 120 executes the motor rotational angular velocity acquisition process M232 at predetermined intervals. For example, the second control device 120 executes the motor rotational angular velocity acquisition process M232 each time the crank counter CNTcr transmitted from the first control device 110 is changed to obtain the first motor rotational angular velocity ω mg1 and the second motor rotational angular velocity ω mg 2.

As described above, in the present embodiment, the first motor angle sensor 61 corresponds to the "second sensor". For this reason, the first motor rotational angular velocity ω mg1 corresponds to the "transmission-side rotational angular velocity" that is acquired based on the detection signal of the first motor angle sensor 61. Further, the motor rotational angular velocity acquisition process M232 for acquiring the first motor rotational angular velocity ω mg1 corresponds to a "transmission-side rotational angular velocity acquisition process".

In the input shaft rotational angular velocity calculation process M233, the second control device 120 calculates an input shaft rotational angular velocity ω inp, which is the rotational angular velocity of the input shaft 51 of the power transmission device 50. In other words, the second control device 120 calculates the input shaft rotational angular speed ω inp based on the first motor rotational speed Nmg1 and the second motor rotational speed Nmg2 acquired in the motor rotational speed acquisition process M21. For example, the second control device 120 calculates the input shaft rotational speed Ninp by inputting the first motor rotational speed Nmg1 and the second motor rotational speed Nmg2 into the following relational equation (equation 1). In the relational equation (equation 1), "ρ" is the gear ratio of the planetary gear mechanism 52. The gear ratio ρ of the planetary gear mechanism 52 is a value obtained by dividing the number of teeth of the sun gear 52s by the number of teeth of the ring gear 52 r. Further, "Gr" is a gear ratio of the gear mechanism 54 of the power transmission device 50.

Then, the second control device 120 calculates the input shaft rotation angular velocity ω inp by inputting the input shaft rotation speed Ninp into the following relational equation (equation 2):

the second control device 120 executes the input shaft rotational angular velocity calculation process M233 at predetermined intervals. For example, the second control device 120 executes the input shaft rotational angular velocity calculation process M233 to acquire the input shaft rotational angular velocity ω inp each time the crank counter CNTcr transmitted from the first control device 110 is changed.

The second control device 120 executes the sending process M24. In the transmitting process M24, the second control device 120 transmits information required for the first control device 110 to calculate the engine torque Te to the first control device 110. In the present embodiment, the second control device 120 outputs the first motor torque Tmg1, the first motor rotational angular velocity ω mg1, the input shaft rotational angular velocity ω inp, and the information acquisition timing TMd, which are associated with each other, to the CAN communication line 102. In the present embodiment, the second control device 120 outputs the crank counter CNTcr at the time of acquiring the transmitted first motor rotational angular velocity ω mg1 as the information acquisition time TMd to the CAN communication line 102.

The information obtained in the information acquisition process M23 and the information acquisition time TMd are transmitted from the second control device 120 to the CAN communication line 102. Then, the first control device 110 receives the information and the information acquisition time TMd via the CAN communication line 102.

Next, various processes performed by the first control apparatus 110 will be described. The first control means 110 executes a crank counter derivation process M11 for deriving the crank counter CNTcr. In other words, the first control device 110 monitors the crank angle, which is the rotation angle of the crankshaft 21, based on the detection signal of the crank angle sensor 31. Then, the first control device 110 increments the crank counter CNTcr by "1" each time the crank angle is increased by a predetermined angle. Further, when one cycle of the engine 20 is completed, the first control device 110 resets the crank counter CNTcr to "0".

The first control means 110 executes an ignition timing adjustment process M12 for changing the ignition timing TMi in accordance with the operating state of the engine 20. For example, when the engine 20 is warmed up, the first control device 110 advances the ignition timing TMi as compared with the case where the engine 20 is not warmed up. Then, the first control device 110 controls the ignition device 26 based on the ignition timing TMi adjusted in the ignition timing adjusting process M12.

The first control device 110 executes an engine rotational angular velocity acquisition process M13 for acquiring an engine rotational angular velocity ω e, which is a rotational angular velocity of the crankshaft 21. In the engine rotational angular velocity obtaining process M13, the first control means 110 calculates an engine rotational speed Ne, which is the rotational speed of the crankshaft 21, based on the detection signal of the crank angle sensor 31. Then, the first control means 110 acquires a value obtained by calculating the time derivative of the engine rotational speed Ne as the engine rotational angular speed ω e.

The first control device 110 executes the engine rotational angular velocity acquisition process M13 at predetermined intervals. For example, the first control device 110 executes the engine rotational angular velocity acquisition process M13 to acquire the engine rotational angular velocity ω e each time the crank counter CNTcr is changed.

The first control device 110 executes an inertia torque calculation process M14 for calculating an engine inertia torque Tei, which is an inertia torque of the engine 20. For example, the first control device 110 calculates the engine inertia torque Tei by inputting the engine rotational angular velocity ω e acquired in the engine rotational angular velocity acquisition process M13 into the following relational equation (equation 3). In the relational equation (equation 3), "Ie" is the moment of inertia of the engine 20. In other words, the first control device 110 may calculate the engine inertia torque Tei using a value obtained by calculating a time derivative of the engine rotation angular velocity ω e.

The first control device 110 executes the inertia torque calculation process M14 at predetermined intervals. For example, the first control device 110 executes the inertia torque calculation process M14 to obtain the engine inertia torque Tei each time the crank counter CNTcr is changed.

Here, the output of the engine 20 is input to the input shaft 51 of the power transmission device 50 via the damper 40. At this time, when the engine torque fluctuates, torsional vibration may occur in the damper 40, and resonance caused by the torsional vibration may occur in the input shaft 51. When such resonance occurs in the input shaft 51, torque caused by the resonance is input to the crankshaft 21. In the present embodiment, the torque caused by the resonance occurring in the power transmission device 50 in this way is referred to as "resonance-affecting torque".

The first control device 110 executes a resonance-affecting torque calculation process M15 for calculating the resonance-affecting torque Tdmp. In the resonance-influencing torque calculation process M15, the first control device 110 calculates the resonance-influencing torque Tdmp based on the information received via the CAN communication line 102, i.e., the first motor torque Tmg1, the first motor rotational angular velocity ω mg1, and the input shaft rotational angular velocity ω inp. For example, the first control device 110 calculates the resonance-affecting torque Tdmp by inputting the first motor torque Tmg1, the first motor rotational angular velocity ω mg1, and the input shaft rotational angular velocity ω inp into the following relational equation (equation 4). In the relational equation (equation 4), "Iinp" is the moment of inertia of the input shaft 51, and "Ig" is the moment of inertia of the first motor generator 53. Using the relational equation (equation 4), the first control device 110 can calculate the resonance-affecting torque Tdmp using a value obtained by calculating the time derivative of the input shaft rotational angular speed ω inp and a value obtained by calculating the time derivative of the first motor rotational angular speed ω mg 1.

The first control device 110 executes the resonance-affecting torque calculation process M15 at predetermined intervals. For example, each time the first control device 110 receives the above information via the CAN communication line 102, the first control device 110 executes the resonance-affecting torque calculation process M15 to calculate the resonance-affecting torque Tdmp.

The first control device 110 executes the derivation timing adjustment process M16. In other words, the first control device 110 adjusts the derivation time TMa according to the ignition time TMi adjusted in the ignition time adjustment process M12. For example, when the ignition timing TMi is advanced, the first control device 110 advances the derivation timing TMa. In this case, the timing delayed from the ignition timing TMi by the predetermined delay period Δ TM is set as the derivation timing TMa. As the delay period Δ TM, a period shorter than half of one cycle of the engine 20 is set.

When the ignition timing TMi is reached, the air-fuel mixture is combusted in the cylinder 22 by operation of the ignition device 26. Then, the actual value of the engine torque is increased by combustion of the air-fuel mixture. When the actual value of the engine torque reaches its peak value, it decreases until combustion of the air-fuel mixture in the next cylinder 22 starts. In other words, the influence of combustion in the cylinder 22 immediately after the ignition timing TMi is greatly reflected in the actual value of the engine torque. However, when retarded from the ignition timing TMi, the influence of combustion in the cylinder 22 is difficult to reflect in the actual value of the engine torque. Therefore, the delay period Δ TM is set so that the timing when the influence of combustion in the cylinder 22 is greatly reflected in the actual value of the engine torque is set as the derivation timing TMa.

The first control device 110 executes an engine torque calculation process M17 for calculating the engine torque Te. In other words, the first control device 110 calculates the sum of the engine inertia torque Tei calculated in the inertia torque calculation process M14 and the resonance-affecting torque Tdmp calculated in the resonance-affecting torque calculation process M15 as the engine torque Te. In the present embodiment, the first control device 110 calculates the engine torque Te using the derivation timing TMa and the crank counter CNTcr adjusted in the derivation timing adjustment process M16.

Referring to fig. 3, an engine torque calculation process M17 will be described. In the engine torque calculation process M17, first, in step S11, the first control means 110 selects the engine inertia torque Tei (TMa) calculated based on the engine rotation angular velocity ω e derived at the derivation timing TMa from among the plurality of engine inertia torques Tei calculated in the inertia torque calculation process M14. In other words, the first control device 110 selects the engine inertia torque Tei derived when the crank counter CNTcr is equal to the value indicating the derived timing TMa as the engine inertia torque Tei (TMa).

Subsequently, in step S13, the first control device 110 selects a resonance-affecting torque Tdmp (TMA) calculated based on the first motor rotational angular speed ω mg1 derived at the derived time TMA, from among the plurality of resonance-affecting torques Tdmp calculated in the resonance-affecting torque calculation process M15. In other words, the first control device 110 selects the resonance-affecting torque Tdmp calculated based on the first motor rotational angular speed ω mg1 when the information acquisition timing TMd is equal to the derivation timing TMa, as the resonance-affecting torque Tdmp (TMa).

Then, in step S15, the first control device 110 calculates the sum of the engine inertia torque tei (tma) and the resonance-affecting torque tdmp (tma) as the engine torque te (tma). In other words, the first control device 110 calculates the engine torque te (TMa) at the derivation timing TMa. Thereafter, the first control device 110 temporarily ends the engine torque calculation process M17.

Actions and advantageous effects in the first embodiment

The second control device 120 receives as input the detection signal of the first motor angle sensor 61 and the detection signal of the second motor angle sensor 62. For this purpose, the second control device 120 derives the first motor rotational angular velocity ω mg1 and the input shaft rotational angular velocity ω inp. Further, the first motor torque Tmg1 is also acquired. In the present embodiment, the first motor rotational angular velocity ω mg1, the input shaft rotational angular velocity ω inp, and the first motor torque Tmg1 are information required to calculate the resonance-affecting torque Tdmp.

In the present embodiment, the second control device 120 transmits the first motor rotational angular velocity ω mg1, the input shaft rotational angular velocity ω inp, and the first motor torque Tmg1 associated with the information acquisition timing TMd to the first control device 110 via the CAN communication line 102.

By executing the resonance-affecting torque calculation process M15, the first control device 110 calculates the resonance-affecting torque Tdmp using the first motor rotational angular velocity ω mg1, the input shaft rotational angular velocity ω inp, and the first motor torque Tmg1, which are sent from the second control device 120. Further, by executing the inertia torque calculation process M14, the first control device 110 calculates the engine inertia torque Tei using the engine rotation angular velocity ω e.

Here, when information is transmitted using the CAN communication line 102, a delay occurs between the time when information is transmitted from the second control device 120 and the time when information is received by the first control device 110.

Therefore, in the present embodiment, the resonance-affecting torque Tdmp (TMa) calculated based on the first motor rotational angular velocity ω mg1 derived at the derivation time instant TMa is selected from among the plurality of resonance-affecting torques Tdmp calculated in the resonance-affecting torque calculation process M15, based on the information acquisition time instant TMd received by the first control device 110 and the first motor rotational angular velocity ω mg1, the input shaft rotational angular velocity ω inp, and the first motor torque Tmg 1. Similarly, the engine inertia torque Tei (TMa) calculated based on the engine rotation angular velocity ω e derived at the derivation time instant TMa is selected from among the plurality of engine inertia torques Tei calculated in the inertia torque calculation process M14. Then, the sum of the engine inertia torque tei (TMa) and the resonance-affecting torque tdmp (TMa) is calculated as the engine torque te (TMa) at the derivation time TMa.

In other words, in the present embodiment, the engine torque Te can be calculated using the synchronized engine inertia torque Tei and the resonance-affecting torque Tdmp. In this way, the calculation accuracy of the engine torque Te can be improved.

In the present embodiment, the advantageous effects described below can be further obtained.

(1-1) in the present embodiment, when the ignition timing TMi is advanced, the derivation timing TMa is advanced. On the other hand, when the ignition timing TMi lags, the derivation timing TMa is delayed. For this reason, when the ignition timing TMi is changed, the amount of deviation between the ignition timing TMi and the derivation timing TMa can be prevented from changing. As a result, in the engine torque calculating process M17, the engine torque Te can be calculated in which the influence of combustion of the air-fuel mixture in the cylinder 22 is reflected to the same extent.

In fig. 4, the transition of the actual value TeR of the engine torque when the air-fuel mixture is normally combusted in the cylinder 22 is indicated by a solid line, and the transition of the actual value TeRa of the engine torque when a misfire occurs in the cylinder 22 is indicated by a broken line. When no misfire occurs in the cylinder 22, the actual value TeR of the engine torque sharply increases from the ignition timing TMi as shown by the solid line in fig. 4. Then, when the actual value TeR of the engine torque reaches its peak value at the first timing TMf, the actual value TeR gradually decreases. On the other hand, when misfire occurs in the cylinder 22, as shown by the broken line in fig. 4, the actual value TeRa of the engine torque does not fluctuate too much even after the ignition timing TMi.

For this reason, when the misfire determination is performed using the engine torque Te, the first timing TMf or timings before and after the first timing TMf may be set as the derivation timing TMa. When the ignition timing TMi changes, the first timing TMf also changes. In this regard, in the present embodiment, the derivation timing TMa is set in accordance with the ignition timing TMi. For this reason, even when the ignition timing TMi is changed, the first timing TMf or timings before and after the first timing TMf may be set as the derivation timing TMa. Therefore, misfire determination can be performed with high accuracy.

(1-2) in the present embodiment, the first control device 110 calculates the resonance-affecting torque Tdmp. For this reason, the control load on the second control device 120 can be reduced as compared with the case where the second control device 120 calculates the resonance-affecting torque Tdmp.

(1-3) in the present embodiment, a calculated value of the output torque of the first motor generator 53 based on the first motor current value Img1 indicating the current flowing through the first motor generator 53 is used as the first motor torque Tmg 1. In this case, when the accuracy of the calculated value of the output torque is high, the accuracy of the calculation of the resonance-affecting torque Tdmp can be improved as compared with the case where the command value of the output torque is used as the first motor torque Tmg 1.

Second embodiment

A second embodiment of the control system of the vehicle will be described with reference to fig. 5. In the following description, portions different from the first embodiment will be mainly described, and the same or corresponding component configurations as in the first embodiment will be denoted by the same reference numerals, and repeated description thereof will be omitted.

Referring to fig. 5, the portions different from the first embodiment will be mainly described from among the processes executed by the

control devices

110, 120 for calculating the engine torque Te. First, various processes performed by the second control device 120 will be described.

The second control device 120 executes an information acquisition process M23A for calculating or acquiring information to be sent to the first control device 110. In the present embodiment, the information acquisition process M23A includes a resonance-influencing torque calculation process M234 in addition to the first motor torque acquisition process M231, the motor rotational angular velocity acquisition process M232, and the input shaft rotational angular velocity calculation process M233.

In the resonance-affecting-torque calculation process M234, the second control device 120 calculates the resonance-affecting torque Tdmp. In other words, the second control device 120 calculates the resonance-affecting torque Tdmp by inputting the first motor torque Tmg1, the first motor rotational angular velocity ω mg1, and the input shaft rotational angular velocity ω inp into the above-described relational equation (equation 4).

The second control device 120 executes the resonance-affecting torque calculation process M234 at predetermined intervals. For example, the second control device 120 executes the resonance-affecting-torque calculation process M234 to calculate the resonance-affecting torque Tdmp each time the crank counter CNTcr is changed.

The second control device 120 executes the sending process M24A. In the transmission process M24A, the second control device 120 outputs the resonance-affecting torque Tdmp and the information acquisition timing TMd, which are associated with each other, to the CAN communication line 102. In the present embodiment, the second control device 120 outputs the crank counter CNTcr at the time of acquiring the first motor rotational angular velocity ω mg1, which is used to calculate the transmitted resonance-affecting torque Tdmp, to the CAN communication line 102 as the information acquisition timing TMd.

The resonance influencing torque Tdmp and the information acquisition time TMd are transmitted from the second control device 120 in the CAN communication line 102. Then, the first control device 110 receives the resonance-affecting torque Tdmp and the information acquisition timing TMd via the CAN communication line 102.

Next, a portion different from the process of the first embodiment from among various processes performed by the first control device 110 will be described. In the engine torque calculating process M17, the first control device 110 calculates the sum of the engine inertia torque Tei calculated in the inertia torque calculating process M14 and the resonance-affecting torque Tdmp received via the CAN communication line 102 as the engine torque Te. In the present embodiment, the first control device 110 calculates the engine torque Te using the derivation timing TMa and the crank counter CNTcr adjusted in the derivation timing adjustment process M16.

In other words, as in the first embodiment, the first control device 110 selects the engine inertia torque Tei (TMa) calculated based on the engine rotational angular velocity ω e derived at the derivation timing TMa from among the plurality of engine inertia torques Tei calculated in the inertia torque calculation process M14. Further, the first control device 110 selects the resonance influencing torque Tdmp (TMa) calculated based on the first motor rotational angular speed ω mg1 derived at the derivation timing TMa among the plurality of resonance influencing torques Tdmp received from the second control device 120. For example, the first control device 110 selects the resonance-affecting torque Tdmp associated with the information acquisition timing TMd (which is equal to the derivation timing TMa) as the resonance-affecting torque Tdmp (TMa). Then, the first control device 110 calculates the sum of the engine inertia torque tei (tma) and the resonance-affecting torque tdmp (tma) as the engine torque te (tma).

Actions and advantageous effects in the second embodiment

With the present embodiment, in addition to the advantageous effects equivalent to the advantageous effects (1-1) and (1-3) in the first embodiment, the following advantageous effects can be obtained.

(2-1) in the present embodiment, the second control device 120 calculates the resonance-affecting torque Tdmp. Then, in a state associated with the information acquisition timing TMd, the resonance-affecting torque Tdmp is transmitted to the first control device 110 via the CAN communication line 102.

Based on the information acquisition timing TMd received together with the resonance-affecting torque Tdmp, the first control device 110 selects the resonance-affecting torque Tdmp (TMA) calculated based on the first motor rotation angular velocity ω mg1 derived at the derived timing TMA from among the plurality of resonance-affecting torques Tdmp received. Further, the first control means 110 selects the engine inertia torque Tei (TMa) calculated based on the engine rotation angular velocity ω e derived at the derived time instant TMa from among the plurality of engine inertia torques Tei calculated in the inertia torque calculation process M14. Then, the first control device 110 calculates the sum of the engine inertia torque tei (TMa) and the resonance-affecting torque tdmp (TMa) as the engine torque te (TMa) at the derivation time TMa.

(2-2) in the present embodiment, the second control device 120 calculates the resonance-affecting torque Tdmp. For this reason, the control load on the first control device 110 can be reduced as compared with the case where the first control device 110 calculates the resonance-affecting torque Tdmp.

Third embodiment

A third embodiment of the control system of the vehicle will be described with reference to fig. 6. In the following description, portions different from each of the embodiments described above will be mainly described, and the same or corresponding configurations of members as each of the embodiments described above will be denoted by the same reference numerals, and repeated description thereof will be omitted.

Fig. 6 shows a drive system DR of a vehicle to which the control system 100B according to the present embodiment is applied. The drive system DR includes an engine 20, a torque converter 80, and a transmission 90 as an example of a power transmission device.

The torque converter 80 is connected to the crankshaft 21 of the engine 20, and has a lock-up clutch 81 and a damper 82. When the lock-up clutch 81 is in the engaged state, the damper 82 is connected to the crankshaft 21 via the lock-up clutch 81. Therefore, when the lock-up clutch 81 is in the engaged state, the output of the engine 20 is input to the input shaft 91 of the transmission 90 via the lock-up clutch 81 and the damper 82. At this time, when the engine torque fluctuates, torsional vibration may occur in the damper 82, and resonance caused by the torsional vibration may occur in the input shaft 91. When such resonance occurs in input shaft 91, resonance-affecting torque (resonance-induced torque) is input to crankshaft 21.

The transmission 90 has a rotational position detection sensor 95 that detects the rotational angle of the input shaft 91. The rotational position detection sensor 95 outputs a detection signal to the second control device 120 in accordance with the rotational speed of the input shaft 91. In the present embodiment, the rotational position detection sensor 95 corresponds to a "second sensor". Further, in the present embodiment, the second sensor detects the rotation angle of the input shaft 51.

The control system 100B includes a first control device 110 and a second control device 120. The first control means 110 transmit the crank counter CNTcr to the second control means 120 via signal line 101. Further, the control system 100B includes a CAN communication line 102 for transmitting and receiving information between the

control devices

110 and 120.

The second control means 120 receives as input the crank counter CNTcr from the first control means 110 via signal line 101. Further, since the second control device 120 receives as input the detection signal of the rotational position detection sensor 95, the second control device 120 can acquire the input shaft rotational angular velocity ω inp, which is the rotational angular velocity of the input shaft 51. In the present embodiment, the input shaft rotational angular velocity ω inp corresponds to the "transmission-side rotational angular velocity". Then, the second control device 120 transmits the input shaft rotational angular velocity ω inp and the information acquisition timing TMd, which is the crank counter CNTcr at the time of deriving the input shaft rotational angular velocity ω inp, to the first control device 110 via the CAN communication line 102.

In this case, the first control device 110 calculates the resonance-affecting torque Tdmp based on the input shaft rotational angular velocity ω inp received from the second control device 120. Since the first control device 110 receives the detection signal from the crank angle sensor 31 as an input, the first control device 110 calculates the engine inertia torque Tei. Therefore, the first control device 110 can calculate, as the engine torque te (TMa), the sum of the resonance-influencing torque tdmp (TMa) based on the input shaft rotational angular velocity ω inp derived at the derivation timing TMa and the engine inertia torque tei (TMa) based on the engine rotational angular velocity ω e derived at the derivation timing TMa.

Modified examples

Each of these embodiments may be modified and implemented as follows. Each of the above-described embodiment and the following modified examples can be implemented in combination with each other within a range where technical contradiction does not occur.

In the first and second embodiments, the calculated value of the output torque of the first motor generator 53 is obtained as the first motor torque Tmg1, but the present invention is not limited thereto. For example, a command value of the output torque of the first motor generator 53 may be acquired as the first motor torque Tmg 1.

When the first motor generator 53 is driven such that the output torque of the first motor generator 53 periodically fluctuates, the vibration frequency of the output torque may deviate from the resonance frequency of the damper 40. In this case, the magnitude of the resonance-affecting torque Tdmp is hardly affected by the magnitude of the first motor torque Tmg 1. For this reason, the first motor torque Tmg1 may be omitted when calculating the engine torque Te. Even if the engine torque Te calculated in this way is used, it is possible to determine whether there is a misfire in the cylinder 22.

In the third embodiment, the resonance-influencing torque Tdmp is calculated by the second control device 120 and CAN be transmitted from the second control device 120 to the first control device 110 via the CAN communication line 102. In this case, in the same manner as in the third embodiment, the engine torque Te can be calculated with high accuracy.

In the first and second embodiments, when the power transmission device 50 is provided with a sensor that detects the rotational angle of the input shaft 51 of the power transmission device 50, the rotational angular velocity calculated based on the output signal of the sensor may be used as the input shaft rotational angular velocity ω inp.

Input to crankshaft 21 is not only torque caused by combustion of the air-fuel mixture, but also reciprocating inertial mass torque. When a mass body including a piston and a part of a connecting rod connecting the piston and the crankshaft 21 and reciprocating in the cylinder 22 is used as the reciprocating mass body, the reciprocating inertial mass torque is a torque generated by the reciprocating motion of the reciprocating mass body in the cylinder 22. To further improve the accuracy of the calculation of the engine torque Te, the reciprocating inertial mass torque may be removed.

As shown in fig. 7, when the mass of the reciprocating mass body Bd is the reciprocating mass M κ, the inertial force F κ generated by the reciprocating mass body M κ may be represented by the following relational equation (equation 5). In the relational equation (equation 5), "ρ" is the reciprocal of the continuous rod ratio.

Fκ≡Mκ·r·ω ² ·(cosθ+ρ·cos 2θ)

… … (equation 5)

Further, the load F κ l in the crank arm tangential direction may be expressed as the following relational equation (equation 6). In addition, the above-mentioned relational equation (equation 5), relational equation (equation)

Equation 6) can be converted to the relational equation (equation 7):

the crank arm axial load F κ r may be expressed by the following equation (equation 8):

when the mass of the rotating body Br including the crankshaft 21 and the rest of the connecting rod is the rotating mass M ξ, the inertial force fcorr resulting from the rotating mass M ξ can be expressed by the following relational equation (equation 9). Then, based on this inertia force fpar, the torque caused by combustion of the air-fuel mixture can be derived as engine inertia torque Tei.

Fξr＝Mξ·r·ω ²

… … (equation 9)

In this way, as shown in fig. 8, only the torque Ta of the rotational component of the engine 20 can be obtained as the engine inertia torque Tei. In fig. 8, the transition of the torque Tb of only the reciprocating component of the engine 20 is indicated by a chain line, and the combined torque Tc of the torque Ta and the torque Tb is indicated by a broken line. The torque Ta corresponds to the inertia force fstar, and the torque Tb corresponds to the inertia force fk. Then, the sum of the torque Ta and the torque Tb may be calculated as the combined torque Tc.

In each of the above embodiments, it is not necessary to change the derivation time instant TMa. In this case, the engine does not have to be a spark ignition type engine.

The power transmission device may have a configuration different from the power transmission device 50 described in the first embodiment. For example, the power transmission device may be configured to include only one motor generator.

The first control apparatus 110 is not limited to a configuration including a CPU and a memory storing a program and performing software processing. In other words, the first control device 110 has any one of the following configurations (a) to (c).

(a) The first control device 110 includes one or more processors that execute various processes according to computer programs. The processor includes a CPU and memory, such as RAM and ROM. The memory stores program code or commands configured to cause the CPU to perform the process. Memory, i.e., computer-readable media, includes any available media that can be accessed by a general purpose or special purpose computer.

(b) The first control device 110 includes one or more dedicated hardware circuits that perform various processes. Examples of special purpose hardware circuits may include application specific integrated circuits, i.e., ASICs or FPGAs. ASICs are an abbreviation for "application specific integrated circuits" and FPGAs are an abbreviation for "field programmable gate arrays".

(c) The first control device 110 includes a processor that performs a part of various processes according to a computer program and a dedicated hardware circuit that performs the rest of the various processes.

The second control device 120 is not limited to a configuration including a CPU and a memory storing a program and executing software processing. In other words, the second control device 120 has any one of the above-described configurations (a) to (c).

Claims

1. A control system of a vehicle, characterized by comprising:

an engine mounted on the vehicle;

a damper connected to a crankshaft of the engine;

a power transmission device having an input shaft connected to the damper and a rotating body that rotates in synchronization with the input shaft;

a first sensor configured to detect a rotation angle of the crankshaft;

a second sensor configured to detect a rotation angle of the input shaft or the rotating body;

a first control device configured to receive a detection signal of the first sensor as an input; and

a second control device configured to receive as an input a detection signal of the second sensor and to communicate with the first control device, wherein:

the second control device is configured to perform:

a transmission-device-side rotational angular velocity acquisition process for acquiring a rotational angular velocity of the input shaft or the rotating body as a transmission-device-side rotational angular velocity based on the detection signal of the second sensor; and

a transmission process for transmitting to the first control device a resonance-affecting torque that is a torque that is caused by resonance occurring in the power transmission device and that is calculated based on the transmission-device-side rotational angular velocity, or the transmission-device-side rotational angular velocity, and an information acquisition timing that is an acquisition timing of the transmission-device-side rotational angular velocity;

the first control device is configured to perform:

a rotational angular velocity derivation process for deriving a rotational angular velocity of the crankshaft as an engine rotational angular velocity based on the detection signal of the first sensor;

an inertia torque calculation process for calculating an engine inertia torque based on the engine rotation angular velocity; and

an engine torque calculation process for calculating a sum of the resonance-affecting torque and the engine inertia torque as an engine torque, the engine torque being an output torque of the engine; and is provided with

The first control device is configured to, during the engine torque calculation process:

selecting the resonance-affecting torque based on the transmission-device-side rotational angular velocity acquired at a predetermined derivation timing, based on the information acquisition timing received from the second control device; and

calculating a sum of the resonance-affecting torque and the engine inertia torque, which is calculated based on the engine rotation angular velocity derived at the derivation timing, as the engine torque.

2. The control system of claim 1, wherein:

the engine is a spark ignition type engine; and is

The first control means is configured to execute a derivation timing adjustment process for advancing the derivation timing when an ignition timing of the engine is advanced.

3. The control system according to claim 1 or 2, characterized in that:

the second control device is configured to:

executing a resonance-affecting torque calculation process for calculating the resonance-affecting torque based on the transmitting device-side rotational angular velocity; and

in the transmission process, the resonance-affecting torque and the information acquisition timing, which is the acquisition timing of the transmission-device-side rotational angular velocity for calculating the resonance-affecting torque, are transmitted to the first control device.

4. The control system according to any one of claims 1 to 3, characterized in that:

the power transmission device has a motor generator;

a rotor of the motor generator is the rotating body that rotates in synchronization with the input shaft;

the second sensor is configured to detect a rotation angle of the rotating body;

the second control device is configured to acquire a rotational angular velocity of the rotating body as the transmission-device-side rotational angular velocity in the transmission-device-side rotational angular velocity acquisition process, and transmit the motor torque as the output torque of the motor generator, the rotational angular velocity of the rotating body, the rotational angular velocity of the input shaft, and the information acquisition timing as the acquisition timing of the rotational angular velocity of the rotating body to the first control device in the transmission process; and

the first control device is configured to execute the resonance-affecting torque calculation process for calculating the resonance-affecting torque based on the motor torque, the rotational angular velocity of the rotating body, and the rotational angular velocity of the input shaft received from the second control device.

5. The control system according to claim 4, wherein the second control device is configured to execute a motor torque acquisition process for acquiring a calculated value of the output torque of the motor generator as the motor torque based on a motor current value that is a value indicating a current flowing through the motor generator.